EP0229315B1 - Dispositif de commande de la vitesse de ralenti pour moteur de véhicule - Google Patents

Dispositif de commande de la vitesse de ralenti pour moteur de véhicule Download PDF

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Publication number
EP0229315B1
EP0229315B1 EP86117133A EP86117133A EP0229315B1 EP 0229315 B1 EP0229315 B1 EP 0229315B1 EP 86117133 A EP86117133 A EP 86117133A EP 86117133 A EP86117133 A EP 86117133A EP 0229315 B1 EP0229315 B1 EP 0229315B1
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EP
European Patent Office
Prior art keywords
passage
diaphragm
idle speed
speed control
control device
Prior art date
Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Expired - Lifetime
Application number
EP86117133A
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German (de)
English (en)
Other versions
EP0229315A3 (en
EP0229315A2 (fr
Inventor
Chiaki Niida
Tomoo Ito
Torazo Nishimiya
Takashi Iseyama
Koichiro Yamada
Current Assignee (The listed assignees may be inaccurate. Google has not performed a legal analysis and makes no representation or warranty as to the accuracy of the list.)
Hitachi Ltd
Hitachi Automotive Systems Engineering Co Ltd
Original Assignee
Hitachi Automotive Engineering Co Ltd
Hitachi Ltd
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Priority claimed from JP60277286A external-priority patent/JPH076583B2/ja
Priority claimed from JP61088009A external-priority patent/JPH0680357B2/ja
Application filed by Hitachi Automotive Engineering Co Ltd, Hitachi Ltd filed Critical Hitachi Automotive Engineering Co Ltd
Publication of EP0229315A2 publication Critical patent/EP0229315A2/fr
Publication of EP0229315A3 publication Critical patent/EP0229315A3/en
Application granted granted Critical
Publication of EP0229315B1 publication Critical patent/EP0229315B1/fr
Anticipated expiration legal-status Critical
Expired - Lifetime legal-status Critical Current

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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02D—CONTROLLING COMBUSTION ENGINES
    • F02D41/00—Electrical control of supply of combustible mixture or its constituents
    • F02D41/02—Circuit arrangements for generating control signals
    • F02D41/18—Circuit arrangements for generating control signals by measuring intake air flow
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F02—COMBUSTION ENGINES; HOT-GAS OR COMBUSTION-PRODUCT ENGINE PLANTS
    • F02M—SUPPLYING COMBUSTION ENGINES IN GENERAL WITH COMBUSTIBLE MIXTURES OR CONSTITUENTS THEREOF
    • F02M3/00—Idling devices for carburettors
    • F02M3/06—Increasing idling speed
    • F02M3/07—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed
    • F02M3/075—Increasing idling speed by positioning the throttle flap stop, or by changing the fuel flow cross-sectional area, by electrical, electromechanical or electropneumatic means, according to engine speed the valve altering the fuel conduit cross-section being a slidable valve

Definitions

  • This invention relates to an automotive engine idle speed control device of the kind referred to in the precharacterizing portion of claim 1.
  • Such an engine idle speed control device is known from JP-A- 56-116 966.
  • Idling-speed control systems which control the idle speed of an automotive engine in response to changes in engine operation conditions, such as the engine cooling water temperature, the ambient air temperature and so forth, to maintain the idle speed at a predetermined set level regardless of such changes in the engine operating conditions are well known.
  • GB-A-2 035 453 discloses an idle speed control valve having a diaphragm adapted to be deflected by a force produced by a negative pressure acting thereon.
  • the diaphragm is fixed to a valve member to vary the rate of air flow through a bypass air passage.
  • the negative pressure regulated by a solenoid in response to an elec­trical signal is supplied through a change-over valve to the idle speed control valve or to an exhaust recircula­tion valve, which is another part of this control system.
  • an apparatus for control­ling the idling speed of an internal combustion engine having a valve member, which is displaceable to define a variable path for an air flow and electrical displacement means for displacing said valve member.
  • a diaphragm is connected to the valve member so that the pressure on either side of the diaphragm generates a compensation force on the diaphragm which is equal to the opposed force on the valve member resulting from engine suction.
  • Japanese Patent Pre-Examination Publication No. 116966/1981 discloses an engine idle speed control device operative to control the rate of air flow through a bypass air passage extending in bypassing relationship to a throttle valve in an intake pipe of the engine. More specifically, this device employs a pair of bypass air metering valves arranged such that vacuum forces act on the valves in the opposite directions to eliminate any influence of the vacuum force which would otherwise adversely affect the air metering characteristics in the case where only one such valve is used.
  • the condition of balance between the forces acting on the air metering valves was liable to be changed due to a change in the bypass air flow rate, depending on factors such as the shape of the bypass air passage, the shapes of the air metering valves and so forth. Thus, it was difficult to obtain a valve displacement which is exactly proportional to a supply of electric current to a solenoid section of the device.
  • an automotive engine idle speed control device capable of providing a valve displacement which is substantially exactly proportional to the level of a supply of electric current to a solenoid section of the device.
  • the external forces acting on the valve can automatically be cancelled to assure that the rate of bypass air flow is precisely related to the electric signal supply to the solenoid section of the device.
  • the idle speed control device includes a valve which is disposed in a bypass air passage extending in bypassing relationship to an intake pipe of an automotive internal combustion engine.
  • the valve is provided with a central communication passage formed therein and extending therethrough.
  • a plunger is disposed in a solenoid coil and is provided on an end thereof with a closure member which is disposed in opposite relationship to one open end of the communication passage in the valve so as to open and close the communication passage depending on the displacement of the plunger.
  • the com­munication passage extends through a diaphragm so that the other end of the communication passage opens into a diaphragm chamber defined partly by the diaphragm.
  • the plunger is displaceable in response to an electric input to the solenoid to cause the closure member to block the communication passage, so that the engine intake vacuum is fed into the diaphragm chamber.
  • the pressures on the opposite sides of the diaphragm become to be equal, so that the valve is moved away from a valve seat by a pressure difference across the valve.
  • the communication passage in the valve is again opened.
  • the movement of the valve is followed by a movement of the plunger.
  • the described steps of operation are repeated until the valve reaches a position which corresponds to the electric input to the solenoid whereby the bypass air flows through the bypass air passage at a rate corresponding to the electric input to the solenoid of the device.
  • an automotive internal combustion engine 1 has an intake pipe 2 and an exhaust pipe 3.
  • the intake pipe 2 includes a throttle valve chamber 6 which accommodates a throttle valve 4.
  • a bypass air passage 5 is formed in the throttle valve chamber 6.
  • An air flow meter 9 is disposed upstream of the throttle valve chamber 6 and includes a vane 7 adapted to be rotated in accordance with the flow rate of the air and a potentiometer 8 adapted for converting the angle of rotation of the vane into an electric signal.
  • An air cleanser 10 is disposed on the upstream side of the air flow meter 9.
  • An EGR (Exhaust Gas Recirculating) valve 11 is disposed in an EGR passage which is connected between a portion of the exhaust pipe 3 and a portion of the intake pipe 2 so as to permit a part of the exhaust gas to be recirculated back into the intake pipe 2 of the engine in a controlled manner.
  • This EGR valve how­ever, does not constitute any part of the invention.
  • the engine has various sensors such as a water temperature sensor 12 for measuring the temperature of cooling water circulated through the engine 1, a crank angle sensor 13 for measuring the rotation speed of the engine crankshaft, and so forth. These sensors produce electric signals corresponding to the measured values and deliver these signals to a processing circuit 14 incorporating therein a microcomputer which suitably processes these signals and produce control signals to be delivered to various devices and parts, such as an idle speed control device 15 and fuel injectors 16.
  • the processing circuit 14 constitutes an major section of an electronic engine control system.
  • the idle speed control device of the invention, to be described, is also under the control of the processing circuit 14.
  • the idle speed control device 15 is disposed in the bypass passage 5 of the throttle valve chamber 6 and is adapted to control the rate of air flowing through the bypass passage 5.
  • Fig. 2 shows the construction of the idle speed control device 15.
  • the idle speed control device has a solenoid portion 20 for converting an electric input signal supplied to a cylindrical coil 17 to a mechanical displacement and a flow-rate control mechanism portion 28 for controlling the flow rate of the bypass air in response to the mechanical displacement.
  • the solenoid portion 20 has a core 18 and a plunger 19 which are coaxially received in the cylin­drical coil 17.
  • the end, surface of the plunger 19 adjacent to the core 18 is conically tapered towards the core 18, while the end surface of the core 18 adjacent to the plunger 19 is conically recessed.
  • the flow-rate control mechanism portion 28 includes a body 22 formed therein with a passage 21 for air or a fluid to be controlled, a pair of valve seats 23 and 24 which are provided at intermediate portions of the passage 21, a spool valve having a pair of valve portions 25 and 26, and a spring 27.
  • signals from the sensors such as the cooling water temperature sensor 12 and the crank angle sensor 13 are delivered to the pro­cessing circuit 14 which processes these signals to produce control output signals.
  • the idle speed control device 15 Upon receipt of one of these control output signals from the processing circuit 14, the idle speed control device 15 operates to control the rate of bypass air flow to maintain the engine idle speed at a predetermined desired valve.
  • the function of the idle speed control device 15 is to automatically and continuously maintain the idle speed of the engine at a predetermined set idle speed, based upon signals produced by the cooling water temperature and the engine speed.
  • the pair of valve seats 23 and 24 and the pair of valve portions 25 and 26 cooperate to form an air metering section.
  • the design is such that the vacuum forces of the same level act on both valve portions 25 and 26 in opposite direction so as to cancel each other.
  • the linearity of the output characteristics of the idle speed control device 15 is impaired, as shown in Fig. 5. It is true that this non-linearity does not cause any substantial disadvantage because the engine speed control can incorporate a suitable feedback control.
  • This known idle speed control device has only a small adaptability to a variety of types of engiens which require different air metering characteristics. Namely, in order to make this idle speed control device adaptable to different types of engines, it takes a long time to obtaining practical designs which provide different air metering characteristics suited to those different types of engines. This problem is serious considering the fact that there is an increasing demand for a variety of types of engines.
  • the present invention aims at providing an idle speed control device which can eliminate the above-described problems of the prior art.
  • a first embodiment of the idle speed control device in accordance with the present invention has a closure member 29 made of an elastic material such as rubber and attached to the end of a rod 28 ⁇ which in turn is fixed to one end of a plunger 19.
  • the closure member 29 is disposed to face an adjacent end of a valve member 25 so that it can make contact with the adjacent end of the valve member 25.
  • a compression spring 27 extends between the closure member 29 and the body 22. The arrangement is such that the closure member 29 is moved with the plunger to a position where balance is obtained between the force produced by the spring 27 and the electromagnetic force produced by the solenoid portion 20.
  • the valve member 25 has an axial bore which constitutes a pressure communication passage 30.
  • a diaphragm 33 is fixed to a part of the valve member 25 remote from the closure member 29 by means of a pair of diaphragm retainers 31 and 32 which are tightened by a nut 34.
  • the diaphragm 33 partly defines a diaphragm chamber 36 which is separated from a vacuum passage 35.
  • the end of the valve member 25 remote from the closure member 29 extends through the diaphragm 33 into the diaphragm chamber 36 and is slidably supported by a support 38 provided on a cover 37 which cooperates with the diaphragm 33 to define the diaphragm chamber 36.
  • An orifice 39 is formed in the wall of the valve member 25 to provide communication between the passage 30 and the diaphragm chamber 36. More specifically, the arrangement is such that the orifice 39 overlaps an inwardly projected wall of the support 38 as the valve member 25 slides to the right and left as viewed in Fig. 1, so that the area of the orifice 39 is varied depending on the position of the valve member 25 relative to the support 38.
  • the diaphragm 33 is formed therein with an orifice 40 which provides communication between the dia­phragm chamber 36 and the vacuum passage 35. The parts mentioned above cooperate to form an air metering mecha­nism section.
  • a vent hole 41 is formed in a wall of the body 22 which slidably supports the end of the valve member 25, adjacent to the closure member 29.
  • a compression spring 42 extends between the cover 37 and the diaphragm retainer 32 to produce a force for returning the diaphragm 33.
  • the pressure difference produces a force which acts on the diaphragm 33 in the direction of an arrow 44 so that the diaphragm 33 is deflected to cause the valve member 25 to be moved in the direction of the arrow 44 until the valve member 25 is seated on the valve seat 23.
  • valve member 25 is spaced from the closure member 29 to again form the gap 43 so as to allow the atmospheric pressure to be introduced into the diaphragm chamber 36 through the passage 30 and the ori­fice 39, thus recovering the atmospheric pressure in the diaphragm chamber 36.
  • a force is generated again to deflect the diaphragm 33 in the direc­tion of the arrow 44, tending to move the valve member 25 again towards the closure member 29.
  • the solenoid 20 conducts conversion of electric signal into mechanical displacement or position with a good linearity and the bypass air is metered in accordance with the change in the position.
  • the force which drives the valve member 25 is derived from the pressure differential developed on the valve member 25 itself and, in addition, any change in the pressure differential is compensated for by a compensation mechanism constituted by the diaphragm.
  • variable orifice 39 The size or the area of the variable orifice 39 is influential when the closure member 29 and the valve member 25 are spaced from each other, i.e., when the gap 43 is formed therebetween.
  • the orifice 39 has a large area, it is possible to obtain a large force acting on the diaphragm 33 in the direction of the arrow 44 and, therefore, to keep the valve member 25 in sealing engagement with the valve seat 23 when there is no electrical input to the solenoid, thus minimizing the initial leak of the air, i.e., rate of leak of air which inevitably occurs when the valve member 25 is seated on the valve seat 23.
  • the rate of the initial leak experienced in the known idle speed control device is shown at a1, while a2 indicates the rate of initial leak in the described embodiment of the idle speed control device.
  • the large area of the orifice 39 causes the following problem. Namely, when an electrical input of a high level is supplied to effect the on-off control by the movement of the closure member 29 relative to the valve member 25, the force acting on the diaphragm 33 in the direction of the arrow 44 is correspondingly large, so that the rate of the air flow to be controlled by the displacement of the valve member 25 is increased to cause a hunting of the control as shown by a portion a3 of the curve a shown in Fig. 5, possibly resulting in a control failure.
  • the area of the orifice 39 is preferably varied gradually though the orifice 39.
  • the idle speed control device of the invention provides an advantage that the compensation force produced by the diaphragm is varied by the variable orifice 39 in accordance with the change in the level of the electrical input, thus assuring a high linearity of the flow rate characteristics over a wide area of the air flow rate while minimizing the initial leak.
  • This embodiment has a casing 101 having a pas­sage 102 communicating with the portion of the intake pipe downstream of the throttle valve and a passage 103 communicating with a portion of the intake pipe up stream of the throttle valve.
  • a valve member 104 is carried by a stem 105 which is axially slidably supported by bearings fixed to the casing 101.
  • the valve member 104 is adapted to be brought into contact with a valve seat 107 fixed to the casing 101, so as to completely seal the passages 102 and 103 from each other.
  • a diaphragm 110 is clamped at an inner peripheral edge between diaphragm retainer plates 108 and 109 which are fixed to the stem 105.
  • a vent orifice 111 is formed in the diaphragm 110 and the diaphragm retainer plates 108 and 109 so as to provide communication between the passage 103 and a space 123 defined by the diaphragm 110 and a cover 112.
  • the outer peripheral edge of the diaphragm 110 is clampled between the casing 101 and the cover 112.
  • a compression spring 113 extends between the diaphragm retainer plate 109 and the cover 112.
  • a solenoid unit is fixed to the cover 112.
  • the solenoid unit includes a plunger 114 movable in the direction of axis of the valve stem 105, a core 115 for electromagnetically attracting the plunger 114, a coil 116 surrounding the core 115 and the plunger 114, a rod 117 fixed to the plunger 114, a spring 118 for urging the shaft 117, an adjusting screw 119 for adjusting the force of the spring 118, and a molded housing member 120 which accommodates the component parts mentioned above.
  • a closure member 121 is fixed to the end of the plunger 114 adjacent to the diaphragm 110.
  • This solenoid unit is designed to have linear operation characteristics so that it porduces mechanical displacement which linearly changes in response to a change in the electrical input signal supplied to the coil 116 of the solenoid unit.
  • the plunger 114 moves towards the solenoid as the level of the input electrical signal is increased.
  • This causes the closure member 121 to be moved in the same direction as the plunger 114, i.e., away from the end of the valve stem 105.
  • a vacuum is intro­duced from the passage 102 into the space 123 through an orifice 122 formed in an inwardly projecting wall 106 and the passage formed in the stem 105.
  • atmospheric air flows through the orifice 111 into the chamber 123, a vacuum is established and main­tained in the space 123 because the rate of the air flow through the orifice 122 is high.
  • the spring 113 is intended to prevent vibra­tion of the closure member 121 from being moved by vibra­tion or the like. Any fluctuation in the spring 113, which may have been incurred in the course of production, can be compensated for by an adjustment by means of the adjusting screw 119 provided on the outer end of the sole­noid unit.
  • valve member 104 is always held in contact with the valve seat 107 whenever the solenoid coil is not electrically energized.
  • the valve member 104 can be seated on the valve seat 107 even when the diaphragm 110 has been accidentally broken. In the event of a clogging of the vent orifice 111, the valve member 104 is not moved away from the valve seat 107 unless the closure member 121 is moved out of contact with the valve stem 105.
  • the second embodiment provides a fail-safe function which keeps the valve member 104 in the closed position in the event of an accident or failure in the idle speed control device.
  • the present invention provides the following advantages:
  • the flow rate or metering charac­teristic is determined solely by the profile of the valve member partly because the valve member is actuated only by the pressure difference developed thereon and partly because the valve-driving force is compensated for by the diaphragm which in turn operates by the pressure difference produced there across in response to the dis­placement of the valve member. This in turn assures that, the idle speed control device can be adapted to a variety of types of engines which may require different flow rate or metering characteristics.

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  • Engineering & Computer Science (AREA)
  • Chemical & Material Sciences (AREA)
  • Combustion & Propulsion (AREA)
  • Mechanical Engineering (AREA)
  • General Engineering & Computer Science (AREA)
  • Magnetically Actuated Valves (AREA)
  • Control Of Throttle Valves Provided In The Intake System Or In The Exhaust System (AREA)
  • Electrical Control Of Air Or Fuel Supplied To Internal-Combustion Engine (AREA)

Claims (9)

1. Dispositif de commande de vitesse de ralenti d'un moteur de véhicule pour une utilisation dans un pas­sage d'air de dérivation (5) s'étendant en dérivation par rapport à un tuyau d'admission (2) du moteur (1), ledit dispositif comportant :
une section d'électroaimant (20) comprenant une bobine cylindrique (17, 116), un noyau (18, 115) et un plongeur (19, 114) déplaçable par ledit électroaimant (20) auquel est appliqué un signal électrique et
une section de dosage comprenant un corps (22, 101) définissant à l'intérieur le passage d'air (5) pour un écoulement d'air à doser, un siège de soupape (23, 107) formé sur ledit corps (22, 101), un élément de soupape (25, 104) apte à coopérer avec le siège de soupape pour doser l'écoulement d'air à travers le passage d'air (5) caractérisé en ce que
_ un diaphragme (33 ; 110) est fixé à l'élément de soupape (25 ; 104) et coopère avec des moyens (31, 32, 37 ; 108, 109, 112) pour délimiter une chambre à diaphragme (36 ; 123), dans laquelle se termine un passage (41, 30, 39, 111) connecté au côté d'entrée de l'air (21, 103) de la dérivation en amont du siège de soupape (23, 107) et se termine un passage (40, 122) connecté au côté sortie de l'air (35, 102) de la dérivation en aval du siège de sou­pape (23, 107) ;
_ l'élément de soupape (25 ; 104) comprend une partie centrale dans laquelle est pratiqué un passage de communication axial (30) formant une partie du passage (41, 30, 39) relié au côté d'entrée de l'air (21) de la dérivation ou une partie du passage (122) relié au côté de sortie de l'air (102) de la dérivation ;
_ un élément de fermeture (29 ; 121) est fixé au plongeur (19, 114) et coopère avec une extrémité du passage de communication (30), ledit élément de fermeture (29 ; 121) ferme ou rétrécit la première extrémité du passage de com­munication (30) conformément à un déplacement du plongeur (28 ; 114) et crée un différentiel de pression pour posi­tionner l'élément de soupape (25 ; 104).
2. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 1, caracté­risé en ce que la chambre à diaphragme (36) est disposée sur le côté de sortie de l'air du passage d'air de dériva­tion (5) et est reliée au côté d'entrée de l'air par le passage de communication (30), en ce qu'un trou d'aération (41) est pratiqué dans la paroi du corps (22), et en ce que la chambre à diaphragme (36) est reliée au côté de sortie (35) de la dérivation par un orifice (40) pratiqué dans le diaphragme (33).
3. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 2, caracté­risé en ce que le passage de communication (30) est muni à son autre extrémité opposée à la première extrémité co­opérant avec l'élément de fermeture (29), d'un orifice variable (39) possédant une surface ouverte qui est progres­sivement modifiée conformément à une variation de la posi­tion dudit élément de soupape (25) par rapport audit siège de soupape (23).
4. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 3, caracté­risé en ce que l'orifice variable (39) est commandé con­formément à la course dudit élément de soupape (25) de telle sorte que la surface ouverte de l'orifice variable (39) est réduite lorsque la course de la soupape est accrue.
5. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 2, caracté­risé en ce que le diaphragme (33) est disposé de manière à former une partie de la surface intérieure dudit passage d'air (5) sur le côté de sortie de l'air.
6. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 1, caracté­risé en ce que la chambre à diaphragme (123) est disposée sur le côté d'entrée de l'air (103) dudit passage d'air de dérivation (5), ladite chambre à diaphragme (123) étant alimentée par un vide depuis le côté de sortie de l'air (102) du passage d'air de dérivation (5) par l'intermédiai­re dudit passage de communication (30) dans cet élément de soupape (104), et la chambre à diaphragme (123) est pourvue d'un orifice d'aération (111) pratiqué entre la chambre à diaphragme (123) et ledit côté d'entrée de l'air (103) dudit passage d'air de dérivation (5).
7. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 6, caracté­risé en ce que le diaphragme (33) est disposé de manière à constituer une partie dudit passage d'air de dérivation (5) sur le côté d'entrée de l'air.
8. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon la revendication 6, caracté­risé par un ressort (118) agissant sur ledit plongeur (114) et un dispositif de réglage (119) pour régler la force dudit ressort.
9. Dispositif de commande de la vitesse de ralenti d'un moteur de véhicule selon l'une quelconque des revendications 1 à 8, caractérisé par des moyens formant ressort (42; 113) disposés dans ladite chambre à diaphragme (33; 110) de sorte que le diaphragme (33; 110) est sollicité par lesdits moyens formant ressort (42; 113) dans un sens de fermeture de la soupape.
EP86117133A 1985-12-10 1986-12-09 Dispositif de commande de la vitesse de ralenti pour moteur de véhicule Expired - Lifetime EP0229315B1 (fr)

Applications Claiming Priority (4)

Application Number Priority Date Filing Date Title
JP277286/85 1985-12-10
JP60277286A JPH076583B2 (ja) 1985-12-10 1985-12-10 位置制御形空気流量制御装置
JP88009/86 1986-04-18
JP61088009A JPH0680357B2 (ja) 1986-04-18 1986-04-18 自動車用アイドル回転制御装置

Publications (3)

Publication Number Publication Date
EP0229315A2 EP0229315A2 (fr) 1987-07-22
EP0229315A3 EP0229315A3 (en) 1988-10-05
EP0229315B1 true EP0229315B1 (fr) 1991-01-30

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EP86117133A Expired - Lifetime EP0229315B1 (fr) 1985-12-10 1986-12-09 Dispositif de commande de la vitesse de ralenti pour moteur de véhicule

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Country Link
US (1) US4823750A (fr)
EP (1) EP0229315B1 (fr)
KR (1) KR870006308A (fr)
CA (1) CA1272646A (fr)
DE (1) DE3677358D1 (fr)

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Also Published As

Publication number Publication date
US4823750A (en) 1989-04-25
EP0229315A3 (en) 1988-10-05
KR870006308A (ko) 1987-07-10
CA1272646A (fr) 1990-08-14
DE3677358D1 (de) 1991-03-07
EP0229315A2 (fr) 1987-07-22

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